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Abstract:

A hydrogen fuel zero or low emissions external combustion engine and a
method to convert an internal combustion engine thereto. The invention
includes devices, modifications, alterations, kits and methods for
converting an internal combustion (IC) engine or engine design to the
external combustion engine while using many of the components of the
internal combustion engine. The external combustion engine includes a
hydrogen tank to supply hydrogen fuel, a hydrogen flash vaporizer (HFV)
to combust the hydrogen fuel and vaporize an atomized liquid introduced
into the hydrogen flash vaporizer into an expanding fluid vapor (EFV),
and an engine to receive the expanding fluid vapor and convert an
expansion force thereof into mechanical force with a superior level of
efficiency derived from a unique heat scavenging and cylinder shrouding
design.

2. The external combustion engine of claim 1, further comprising a
plurality of actuated vapor devices to regulate the introduction of the
expanding fluid vapor into the engine.

3. The external combustion engine of claim 1, wherein the engine is
adapted from a conventional internal combustion engine design.

4. The external combustion engine of claim 1, further comprising an
information processing and control system.

5. The external combustion engine of claim 4, wherein the information
processing and control system regulates the flow of hydrogen to the
hydrogen flash vaporizer, and the flow of expanding fluid vapor to the
engine.

6. The external combustion engine of claim 1, further comprising a
hydrogen flash vaporizer exhaust system to direct heat produced by the
combustion of hydrogen to the engine to heat the expanding fluid vapor
introduced into the engine.

7. The external combustion engine of claim 6, wherein the engine is
adapted from a conventional internal combustion engine design and
hydrogen flash vaporizer exhaust system directs the heat to coolant
passages defined in the conventional internal combustion engine.

8. The external combustion engine of claim 6, wherein the engine is
adapted from a conventional internal combustion engine design and the
hydrogen flash vaporizer exhaust system directs the heat to at least one
of original coolant passages defined in the internal combustion engine
and other passages within the engine block to shroud the operating
pistons/cylinders therein with heat.

9. The external combustion engine of claim 8, wherein the conventional
internal combustion engine comprises at least one piston within a
cylinder, the cylinder incorporating at least one groove connected to the
original coolant passages, and wherein the cylinder is fitted with a
shrouding sleeve to define other passages for the heat to shroud the
piston.

10. The external combustion engine of claim 6, wherein the hydrogen tank
comprises a hydride tank and wherein heat is directed from the engine to
the hydride tank to release the hydrogen fuel.

11. The external combustion engine of claim 7, wherein the hydrogen tank
comprises a hydride tank and wherein heat is directed from the coolant
passages defined in the engine to the hydride tank to release the
hydrogen fuel.

12. The external combustion engine of claim 1, wherein the hydrogen tank
comprises a hydride tank, and wherein heat produced by the combustion of
hydrogen in the hydrogen flash vaporizer is directed to the hydride tank
to release the hydrogen fuel.

13. The external combustion engine of claim 1, wherein the hydrogen flash
vaporizer comprises:a hydrogen flash vaporizer body defining a heating
chamber, a combustion chamber, and an exhaust;a plurality of heating
tubes disposed within the heating chamber to connect the combustion
chamber to the exhaust; anda hydrogen burner, disposed in the combustion
chamber to combust the hydrogen fuel and heat an inside surface of the
heating tubes,wherein an air intake is provided in the combustion chamber
to combine the hydrogen fuel with air during combustion thereof, and
wherein the heated air travels through the heating tubes to the exhaust.

15. The external combustion engine of claim 14, wherein the high density
fluid comprises a binary mixture of two fluids selected to have
cooperative molecular weights so as to widen the temperature range at
which the binary fluid converts to a vapor.

16. The external combustion engine of claim 14, wherein the high density
fluid comprises a binary mixture of water and ammonia.

19. An external combustion engine, comprising:a high density fluid
reservoir to store high density fluid;a hydrogen fuel tank to store
hydrogen fuel;a hydrogen flash vaporizer to combust hydrogen fuel
received from the hydrogen fuel tank and vaporize a high density fluid
received from the high density fluid reservoir into an expanding fluid
vapor;a piston engine to receive the expanding fluid vapor and convert an
expansion force thereof into mechanical force; andan exhaust to direct
heat produced by the hydrogen combustion to the piston engine to heat the
expanding fluid vapor introduced into the engine.

20. The external combustion engine of claim 19, wherein the engine is
adapted from a conventional internal combustion piston engine, and
wherein heat is directed to original coolant passages defined in the
internal combustion piston engine.

21. The external combustion engine of claim 19, wherein the engine is
adapted from a conventional internal combustion piston engine, and
wherein heat is directed to at least one of the original coolant passages
and other passages formed in the conventional internal combustion piston
engine to shroud the engine pistons with heat.

22. The external combustion engine of claim 19, wherein the hydrogen tank
comprises a hydride tank, and wherein heat is directed from the piston
engine to the hydride tank to release the hydrogen fuel.

23. A method of converting a conventional internal combustion engine to a
hydrogen fuel internal combustion engine, comprising:installing a high
density fluid reservoir to store high density fluid;installing a hydrogen
fuel tank to store hydrogen fuel;installing a hydrogen flash vaporizer to
combust the hydrogen fuel received from the hydrogen fuel tank and
vaporize a high density fluid received from the high density fluid
reservoir into an expanding fluid vapor; andmodifying the conventional
internal combustion engine to receive the expanding fluid vapor and to
convert an expansion force of the expanding fluid vapor into mechanical
motion.

24. The method of claim 23, further comprising:modifying the coolant
passages of the conventional internal combustion engine to receive heat
produced by the hydrogen combustion to heat the conventional internal
combustion engine and heat of the expanding fluid vapor.

25. The method of claim 24, further comprising:directing the heat from the
cooling passages to the hydrogen tank to heat a hydride store therein to
release the hydrogen fuel.

26. The method of claim 24, further comprising:modifying at least one of
the coolant passages and other passages formed in the conventional
internal combustion engine to receive heat produced by the hydrogen
combustion to shroud the engine with the heat.

27. The method of claim 24, wherein the engine comprises at least one
piston within a cylinder, and the method further comprises:engraving the
cylinder with at least one groove connected to the coolant passages;
andfitting a shrouding sleeve in the cylinder to define other passages in
the cylinder to shroud the piston with the excess heat.

28. The method of claim 23, wherein the high density fluid comprises a
binary mixture of water and ammonia.

29. The method of claim 23, wherein the hydrogen fuel tank comprises a
hydride tank, and the method further comprises:directing heat produced by
the hydrogen combustion to the hydrogen tank to release the hydrogen
fuel.

Description:

COPYRIGHT NOTIFICATION

[0001]This application includes material which is subject to copyright
protection. The copyright owner has no objection to the facsimile
reproduction by anyone of the patent disclosure, as it appears in the
Patent and Trademark Office files or records, but otherwise reserves all
copyright rights whatsoever.

BACKGROUND OF THE INVENTION

[0002]1. Field of the Invention

[0003]The present invention relates to an external combustion engine, and
more particularly, to a hydrogen fueled external combustion engine and a
method to convert an internal combustion engine thereto, with application
of this invention being for engines used in transportation, whether on
land, water, or in the air. A secondary use may be in stationary engines.

[0004]2. Description of the Related Art

[0005]Global carbon based fuel consumption in vehicles to move people, as
well as deliver goods and services, has created significant air and water
quality problems throughout the world, and in particular in
industrialized countries. A variety of alternate energy sources intended
to replace use of carbon based fuel in powering vehicular transportation
have been proposed or developed, however drawbacks to each have limited
their viability or implementation on a global scale.

[0006]The zero emission design (ZED) engine disclosed herein is designed
to combust hydrogen as a fuel. Hydrogen, the most plentiful element in
the universe, and first on the periodic table, can be produced cost
effectively by numerous means, but primarily through the electrolysis of
water, the most plentiful substance on earth. Gasoline fueled internal
combustion (IC) engines are generally 23% efficient in converting
potential energy to mechanical force. Hydrogen fuel cell engines are
generally 47% efficient in the transference of potential energy. External
combustion of hydrogen is comparable to hydrogen fuel cell efficiency.
When ignited, carbon-free hydrogen combines with oxygen in the air to
produce environmentally benign water vapor, thereby eliminating carbon
based fuel as a source of pollution. Hydrogen is the only fuel with no
carbon which, at an octane rating of 130, can match the power of gasoline
or diesel, such that hydrogen fueled vehicles are currently feasible.
Recognizing the benefits of hydrogen fuel, governments and corporations
have signed agreements beginning in 2006 to develop hydrogen fueling
stations in the European Union and in North America.

[0007]However, the current multi-trillion dollar global investment in
existing internal combustion engines and related chassis designs is a key
consideration in regard to the implementation of alternate engine designs
or a major change in the current transportation paradigm. The global
re-engineering of all powertrain and chassis designs for a uniquely
different engine would be a lengthy, costly, and arduous task with a high
probability of failure, whereas utilization of the existing manufacturing
infrastructure is likely to foster reduced production costs and
accelerate adaptation of new technology.

[0008]Accordingly, the present invention discloses a hydrogen fueled
external combustion engine and a technically efficient method of
re-engineering existing internal combustion vehicles or engine designs to
zero or low emission vehicles, and in particular to vehicles fueled by an
environmentally-friendly fuel, such as hydrogen. The technical aspects of
the present invention disclosed herein provides an alternative to basic
internal combustion engine powered transportation in developing and third
world countries where the cost of implementation may be a major
consideration.

[0010]The present invention also provides a hydrogen fueled zero or low
emissions engine that can be manufactured using current chassis design
and internal combustion engine components, thereby utilizing foundry,
machining, and assembly processes currently in use globally to facilitate
quick and economical conversion to hydrogen fueled zero or low emissions
engine powertrain productions.

[0013]The present invention also provides a hydrogen fueled zero or low
emissions engine capable of providing maximum power at a lower rotating
speed, minimal contamination of lubricant, and an increase in engine life
with an lower overall operating cost than what may be achieved with a
carbon fuel based internal combustion engine design. The hydrogen fueled
zero or low emissions engine of the present invention has significantly
fewer components than a conventional internal combustion engine, which
reduces production cost, decreases the probability of component failure,
and reduces maintenance.

[0014]Additional aspects and advantages of the present invention will
become apparent in light of the present specification, including claims
and drawings, or may be learned by practice of the invention as disclosed
herein.

[0015]The foregoing and/or other aspects and utilities of the present
invention may be achieved by providing an external combustion engine,
including a hydrogen tank storing a source of hydrogen fuel, a hydrogen
flash vaporizer (HFV) to combust the hydrogen fuel and vaporize an
atomized liquid introduced into the hydrogen flash vaporizer so as to
form an expanding fluid vapor (EFV), and an engine to receive the
expanding fluid vapor and convert an expansion force thereof into
mechanical movement.

[0016]The external combustion engine of the present invention further
includes a plurality of actuated vapor devices to regulate the
introduction of the expanding fluid vapor into the engine.

[0017]The engine of the present invention may be adapted from a
conventional internal combustion engine design.

[0018]The external combustion engine of the present invention may further
include an information processing and engine control system.

[0019]The information processing and control system regulates the flow of
hydrogen to the hydrogen flash vaporizer, and the flow of expanding fluid
vapor to the engine.

[0020]The external combustion engine further includes a hydrogen flash
vaporizer exhaust system to direct heat produced by the combustion of
hydrogen to the engine to heat the expanding fluid vapor introduced into
the engine.

[0021]The engine may be adapted from a conventional internal combustion
engine design and the hydrogen flash vaporizer exhaust system directs the
to coolant passages defined in the conventional internal combustion
engine.

[0022]The engine disclosed in the present invention may be adapted from a
conventional internal combustion engine design and the hydrogen flash
vaporizer exhaust system directs the heat to at least one of original
coolant passages defined in the internal combustion engine and other
passages within the engine block to shroud the operating
pistons/cylinders therein with heat.

[0023]In one disclosed embodiment of the present invention a cylinder may
incorporate at least one groove connected to the original coolant
passages, and the cylinder may be fitted with a shrouding sleeve to
define other passages for the heat to shroud the piston.

[0024]In the disclosed embodiment of the present invention the hydrogen
tank includes a hydride tank and wherein heat is directed from the engine
to the hydride tank to release the hydrogen fuel.

[0025]In one embodiment the hydrogen tank includes a hydride tank and
wherein heat is directed from the coolant passages defined in the engine
to the hydride tank to release the hydrogen fuel.

[0026]The hydrogen tank may include a hydride tank and wherein heat
produced by the combustion of hydrogen in the hydrogen flash vaporizer is
directed to the hydride tank to release the hydrogen fuel.

[0027]In the invention disclosed the hydrogen flash vaporizer includes a
hydrogen flash vaporizer body defining a heating chamber, a combustion
chamber, and an exhaust, a plurality of heating tubes disposed within the
heating chamber to connect the combustion chamber to the exhaust, and a
hydrogen burner, disposed in the combustion chamber to combust the
hydrogen fuel and heat an inside surface of the heating tubes, wherein an
air intake is provided in the combustion chamber to combine the hydrogen
fuel with air during combustion thereof, and wherein the heated air
travels through the heating tubes to the exhaust.

[0028]In the invention disclosed the atomized liquid comprises a high
density fluid (HDF). The high density fluid may include a binary mixture
of two fluids selected as having cooperative molecular weights so as to
widen the temperature range at which the binary fluid converts to a
vapor. In one embodiment the high density fluid includes a binary mixture
of water and ammonia comprised of 5-50% ammonia and 50-95% water or
15-50% ammonia and 50-85% water.

[0029]The foregoing and/or other aspects and utilities of the present
invention may also be achieved by providing an external combustion
engine, including a high density fluid reservoir to store high density
fluid, a hydrogen fuel tank to store hydrogen fuel, a hydrogen flash
vaporizer to combust hydrogen fuel received from the hydrogen fuel tank
and vaporize a high density fluid received from the high density fluid
reservoir into an expanding fluid vapor, a piston engine to receive the
expanding fluid vapor and convert an expansion force thereof into
mechanical force, and an exhaust to direct heat produced by the hydrogen
combustion to the piston engine to heat the expanding fluid vapor
introduced into the engine.

[0030]The engine disclosed herein may be adapted from a conventional
internal combustion piston engine, and wherein heat may be directed to
original coolant passages defined in the internal combustion piston
engine.

[0031]The engine disclosed herein may be adapted from a conventional
internal combustion piston engine, and wherein heat may be directed to at
least one of original coolant passages and other passages so formed in
the conventional internal combustion piston engine as to shroud the
engine pistons with heat.

[0032]The engine may include at least one piston within a cylinder, and
the method may further include engraving the cylinder with at least one
groove connected to the coolant passages, and fitting a shrouding sleeve
in the cylinder to define other passages in the cylinder to shroud the
piston with the excess heat.

[0033]The foregoing and/or other aspects and utilities of the present
invention may also be achieved by providing a method of converting a
conventional internal combustion engine to a hydrogen fuel internal
combustion engine, including installing a high density fluid reservoir to
store high density fluid, installing a hydrogen fuel tank to store
hydrogen fuel, installing a hydrogen flash vaporizer to combust the
hydrogen fuel received from the hydrogen fuel tank and vaporize a high
density fluid received from the high density fluid reservoir into an
expanding fluid vapor, and modifying the conventional internal combustion
engine to receive the expanding fluid vapor and convert an expansion
force of the expanding fluid vapor into mechanical force.

[0034]The method of the present invention further includes the step of
modifying the coolant passages of the conventional internal combustion
engine to receive heat produced by the hydrogen combustion to heat the
conventional internal combustion engine and heat of the expanding fluid
vapor.

[0035]The method further includes modifying at least one of the coolant
passages and other passages formed in the conventional internal
combustion engine to receive heat produced by the hydrogen combustion to
shroud the engine pistons with the heat.

[0036]The method further includes directing the heat from the cooling
passages to the hydrogen tank to heat a hydride store therein and release
the hydrogen fuel.

[0037]The high density fluid may comprise a binary mixture of water and
ammonia.

[0038]The hydrogen fuel tank may include a hydride tank, and the method
may further include directing heat produced by the hydrogen combustion to
the hydrogen tank to release the hydrogen fuel.

BRIEF DESCRIPTION OF THE DRAWINGS

[0039]These and/or other aspects and advantages of the present invention
will become apparent and more readily appreciated from the following
description of the embodiments, taken in conjunction with the
accompanying drawings of which:

[0041]FIG. 2 illustrates a piston cylinder of a ZED engine according to an
embodiment of the present invention.

[0042]FIG. 3 illustrates a ZED engine according to an embodiment of the
present invention.

[0043]FIG. 4 illustrates a hydrogen flash vaporizer according to an
embodiment of the present invention.

[0044]FIG. 5 illustrates a heat director according to an embodiment of the
present invention.

[0045]FIGS. 6A-6B illustrate a ZED engine according to an embodiment of
the present invention.

[0046]FIGS. 7A-7B illustrate a ZED engine according to another embodiment
of the present invention.

[0047]FIGS. 8A-8B illustrate a ZED engine according to another embodiment
of the present invention.

[0048]FIG. 9 illustrates an actuated vapor injector (AVI) according to an
embodiment of the present invention.

[0049]FIG. 10 illustrates cylinder twinning according to an embodiment of
the present invention.

[0050]FIG. 11 illustrates a vaporizer exhaust bypass according to an
embodiment of the present invention.

[0051]FIG. 12 illustrates a shrouding cylinder sleeve according to an
embodiment of the present invention.

[0052]FIG. 13 is a diagram illustrating an interconnection of an engine
control unit to various components of the engine according to an
embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0053]Reference will now be made in detail to the embodiments of the
present invention, examples of which are illustrated in the accompanying
drawings, wherein like reference numerals refer to the like elements
throughout. The embodiments are described below in order to explain the
present invention by referring to the figures.

[0054]As used herein, the words "a" or "an" may mean one or more of an
item. As used herein, "operationally coupled" means that there is a
functional interaction between one or more components. For example, an
engine control unit (ECU) may be operationally coupled to one or more
actuated vapor injector (AVI), and by controlling a duration of actuated
vapor injector opening, a power of an engine may be controlled by a
volume of expanding fluid vapor introduced into a cylinder. Similarly, a
sensor installed in an expanding fluid vapor condenser may determine that
expanding fluid vapor is insufficiently cooled to return to a liquid
state, as high density fluid, and so, may actuate a cooling fan to form a
condensate. Multiple functions such as these may be controlled by the
engine control unit, and may be included within the definition of
operationally coupled.

[0055]Terms that are not otherwise defined herein are used in accordance
with their plain and ordinary meaning in the English language or
according to their use in trade. In the following detailed descriptions,
numerous specific details are set forth in order to provide a thorough
understanding of the present invention. However, it will be apparent to
one of ordinary skill in the art that these specific details need not be
all used to practice the present invention. In other circumstances,
well-known structures, compounds, circuits, processes, interfaces,
components, and methods have not been shown or described in detail in
order not to unnecessarily obscure the present invention.

[0056]The present invention is directed to a hydrogen fuel zero or low
emission engine design (ZED) engine and a method to convert an internal
combustion (IC) engine thereto. A conventional piston driven internal
combustion engine can serve as a base for the ZED engine. While the
embodiments described herein are directed to an IC piston engine, the
present invention is not limited thereto. Instead, the present invention
is adaptable to other variants of IC engines, including rotary, turbine
and others in the art whereby a carbon based fuel is burned internally to
produce mechanical power. For example, a ZED engine can be fabricated
using commercially available internal combustion engine components, or an
existing internal combustion engine vehicle manufacturing process can be
modified to incorporate the ZED engine into an existing chassis or
vehicle design in place of the conventional internal combustion engine.
In addition, the present invention can also be embodied as a method to
re-power existing vehicles by replacing an existing internal combustion
engine with the ZED engine. Such conventional internal combustion engines
include, but are not limited to, those fueled by carbon based fuels such
as gasoline, diesel, kerosene, or gaseous fuels without limitation as to
displacement or physical size, mobile or stationary, use on land, sea or
air, and without restriction in design, including piston, rotary, radial,
turbine or other engine designs known in the art wherein a carbon based
fuel is burned internally to produce mechanical power. In combustion
engines, expanding gas is converted to mechanical motion, and thereby to
movement of a vehicle. Gas expansion may be created by either combustion
or by heating of the gas.

[0057]A common form of internal combustion engine is the four-stroke
piston engine. As illustrated in FIG. 1, a four-stroke piston engine is
characterized by four strokes, or reciprocating movements of a piston
[31] within a cylinder [30] to impart mechanical movement of a crankshaft
[8]. A four stroke cycle begins when the piston [31] is farthest away
from the axis of a crankshaft [8], i.e. at its highest position within
the cylinder [30]. On an intake or induction stroke, the piston [31]
descends from the top of the cylinder [30], reducing a pressure inside
the cylinder [30]. A mixture of fuel and air is drawn by the pressure
reduction into the cylinder [30] through an inlet valve [3] port. The
intake valve [3] then closes, and a compression stroke of the piston [31]
ascending within the cylinder [30] compresses the fuel-air mixture. The
air-fuel mixture is then ignited near the end of the compression stroke,
usually by a spark plug [34] (for a gasoline or Otto cycle engine) or by
the heat and pressure of compression (for a Diesel engine). The resulting
pressure of burning gases pushes the piston [31] through the power stroke
downward within the cylinder. In the exhaust stroke, the piston [31]
ascends within the cylinder [30] to push the products of combustion from
the cylinder through an exhaust valve [4]. The opening and closing of
valves [3] and [4] (biased by springs [26]) are controlled by a
conventional camshaft, not shown.

[0058]As illustrated in FIGS. 2 and 3, a conventional internal combustion
piston engine design can be used as a base for the ZED engine of the
present invention. The ZED engine disclosed herein operates according to
a two stage process whereby a high density fluid is heated through
combustion of hydrogen in a hydrogen flash vaporizer to produce an
expanding fluid vapor. The expanding fluid vapor is then directed or
metered into a piston cylinder [30] through an intake valve [3], wherein
mechanical motion is induced by movement of a piston [31] within said
cylinder [30] from the pressure of the expanding fluid vapor.

[0059]The high density fluid is selected to optimize its conversion from a
fluid to a vapor. For example, the high density fluid may comprise a
binary fluid of components having adjacent molecular weights in order to
widen a temperature range for fluid conversion to vapor, in that fluids
of similar molecular weight maintain a better continuity in the range of
vaporization between the fluids combined in the high density fluid.

[0060]In one embodiment of the present invention the high density fluid
includes a binary mixture of ammonia and water. The molecular weight of
ammonia is 17.0306 g/mol, and the molecular weight of water is 18.0153
g/mol. The water may be desalinated or distilled. The binary mixture may
comprise about 5-50% ammonia and about 50-95% water, preferably about
10-50% ammonia and about 50-90% water. However, the present invention is
not limited thereto, and the ratio between the binary components may vary
from the percentages cited. For example, the percentage of ammonia in the
high density fluid may vary according to a displacement size of the ZED
engine and performance applications. Ammonia may be selected as one
binary fluid because ammonia is readily available at low cost, and has a
low vaporization point. However, while the high density fluid described
above includes a binary mixture of ammonia and water, the present
invention is not limited thereto. The high density fluid may include the
use of other binary fluids combined to have a wider range of vaporization
temperature than a single fluid.

[0061]However, the high density fluid may comprise a single liquid. An
important characteristic of the high density fluid is an ability to
minimize the effect of any variance in vaporizer temperature where vapor
will continue to be produced and will not substantially affect a
performance of the vehicle.

General Operation of the ZED Engine

[0062]An exemplary operating cycle for a ZED engine is described below
with respect to an embodiment of the ZED engine illustrated in FIG. 3.

[0063]In the embodiment illustrated, a conventional piston driven internal
combustion engine [1] serves as the foundation for the ZED engine. The
components of the ZED engine can be adapted from a conventional IC
engine, including, but not limited to, the engine block [1], the
crankshaft [8], connecting rods [9], and pistons [31].

[0064]Hydrogen fuel is supplied by hydrogen fuel tank [100]. The devices
used to introduce hydrogen fuel to the hydrogen fuel tank [100] may be of
any so designed in the art of the craft. The hydrogen fuel tank [100]
stores the hydrogen gas and/or hydrogen supply and supplies it to the ZED
engine. The supply of fuel may be regulated mechanically and/or
electronically by an operationally coupled engine control unit (ECU) (not
illustrated). For example, the fuel supply can be regulated by a fuel
volume regulator [18] as illustrated in FIG. 4.

[0065]Hydrogen from the hydrogen fuel tank [100] is carried to the
hydrogen flash vaporizer [10] by fuel line [17] where it is ignited. The
hydrogen flash vaporizer [10] includes a hydrogen burner [12] positioned
and designed in such a manner that the heat conveyed from burner [12]
increases the temperature of the high density fluid to a level so as to
form the expanding fluid vapor.

[0066]The expanding fluid vapor formed in the hydrogen flash vaporizer is
conveyed to the engine cylinder(s) [30] inside the engine block [1] via
the expanding fluid vapor outlet [20]. If the ZED engine includes
actuated vapor injectors, the actuated vapor injectors are mechanically
or electrically actuated to convey the expanding fluid vapor to the
engine cylinder(s) [30] to create mechanical motion in the ZED engine.
The actuated vapor injectors may be controlled and/or operationally
coupled in a manner that will affect engine rotational speed, engine
power output, and engine rotational direction.

[0067]The introduction of expanding fluid vapor into the ZED engine
imparts mechanical movement in the piston(s) [31], and said movement may
be conveyed by mechanical motion of a vehicle or device thereby attached
to perform a function as determined by the operator.

[0068]The high density fluid is introduced as an atomized liquid into a
high density fluid heating chamber [11a] in the hydrogen flash vaporizer
[10]. When the atomized fluid contacts superheated internal surfaces
forming the high density fluid heating chamber [11a] as further described
below in connection with FIG. 4, the atomized liquid is immediately
vaporized, thereby expanding in volume, for example, in the range of
approximately 2000:1. The resultant expanding fluid vapor is then be held
under pressure in an intake manifold [2] and/or in the hydrogen flash
vaporizer [10]. Alternatively, the hydrogen flash vaporizer [10] and the
components leading to the intake valve [3] or cylinder [30] actuated
vapor injector may be pressurized. This maximizes an available volume of
pressurized expanding fluid vapor available to the ZED engine so that the
expanding fluid vapor pressure is not rapidly drawn down when the
rotational speed of the ZED engine is increased rapidly. The intake
manifold [2] or the hydrogen flash vaporizer [10] may be electronically
or mechanically actuated and/or operationally coupled to the engine
control unit to direct and meter expanding fluid vapor to the ZED engine
when the rotation of the engine is mechanically determined to cause
mechanical motion by movement of the piston [31], or similar engine
components.

[0069]The expanding fluid vapor is then discharged from the engine block
[1] through an exhaust manifold [40] and collected in a condenser [50]
which condenser cools the expanding fluid vapor to a condensation
temperature and condenses the expanding fluid vapor back into liquid high
density fluid. The high density fluid is then collected in a reservoir
[60], whereupon it is pumped by a high density fluid pump [51] under
pressure to a high density fluid regulator [15] to be reintroduced into
the hydrogen flash vaporizer [10] for reuse as a high density fluid in a
closed circuit manner.

[0070]Expanding fluid vapor operating pressure can be maintained under
varying load and operating conditions according to the volume of high
density fluid introduced into the hydrogen flash vaporizer [10] and/or
the volume of hydrogen or other fuel introduced into the hydrogen flash
vaporizer burner [12]. For example, a high pressure could be attained by
introducing a high volume of fuel and a high volume of high density fluid
into the hydrogen flash vaporizer [10], while a low pressure could be
maintained by minimizing the amount of fuel and minimizing the volume of
high density fluid introduced into the hydrogen flash vaporizer [10].
Control of the ZED engine in the intermediate operating cycles may be
performed by monitoring the expanding fluid vapor pressure in the
manifold [2] or the hydrogen flash vaporizer [10] prior to release of
expanding fluid vapor into the engine block [1], and maintaining said
pressure. A startup cycle of the ZED engine is optimized through the
rapid heating of the hydrogen flash vaporizer [10] and the conversion of
low volume atomized high density fluid into high volume expanding fluid
vapor.

[0071]External combustion of hydrogen can maximize a combustion efficiency
of the engine and deliver operating characteristics consistent with
extended engine life, greater horsepower and torque at lower RPM, and may
also eliminate complex combustion control and emission devices associated
with carbon based engine fuels.

[0072]In particular, the efficiency of the ZED engine can be enhanced by
maintaining an optimal stoichiometric ratio of air to hydrogen through a
wide range of operating conditions. By comparison, an internal combustion
engine may intake the same amount of combustion air in a cylinder,
regardless of operating conditions or fuel volume, thereby operating
inefficiently outside the internal combustion engine stoichiometric
ratio. With a virtually unlimited supply of combustion air, the ZED
engine can operate within the ideal stoichiometric ratio of hydrogen
combustion under all load conditions. In addition, because the pressure
on an engine piston can be controlled, maximum pressure can be made
against the piston at low revolutions per minute (typically 500 RPM)
thereby reducing engine wear and increasing longevity of the ZED engine
compared to an internal combustion engine which may maximize power at
5,000-6,000 RPM. This low RPM, high power characteristic, also manifests
itself as a quicker throttle response time than an internal combustion
engine. ZED engine external combustion of the hydrogen, or other fuel,
also isolates non-combusted fuel from the cylinder, unlike an internal
combustion engine where non-combusted fuel moves past the piston rings to
contaminate the lubricating oil, an inherent deficiency of the internal
combustion engine, especially with gasoline or diesel fuel which dissolve
the lubricating oil, and thus, increases engine wear and potential engine
failure. The ZED engine also has no combustion air contaminants entering
the cylinder, unlike an internal combustion engine which must filter the
air of contaminants so as not to damage the cylinders or contaminate the
lubricating oil, both problems which are avoided by the ZED engine. When
fueled by hydrogen combusted in the ZED engine, the hydrogen forms with
oxygen in the air to create a zero-carbon exhaust. The use of hydrogen
fuel can eliminate most if not all of the anti-pollution emissions
devices associated with carbon based gasoline or diesel internal
combustion engines whereby carbon derived pollutants must be reduced due
to the inherent chemical composition of a carbon based fuel. The result
is an improved performance in the ZED engine, and reduced manufacturing
cost due to the elimination of internal combustion engine combustion and
emission control devices. Notably, in an internal combustion engine the
heat of combustion, which represents energy, is wasted through venting to
the atmosphere through the engine exhaust, or dissipated to the
atmosphere through the engine cooling system. In contrast, the ZED engine
scavenges an excess combustion heat for conversion into mechanical use.
Therefore, although the ZED engine may be based on an internal combustion
engine design, the configuration of the ZED engine, uniquely combined
with the particular ignition characteristics of hydrogen fuel, provides
superior performance from the same basic design than a petroleum fueled
internal combustion engine configuration.

[0073]As described above with respect to FIGS. 2-3, components of the ZED
engine can be adapted from a conventional internal combustion engine,
including, but not limited to, the engine block [1], the crankshaft [8],
connecting rods [9], and pistons [31].

[0074]In a vehicle currently using an internal combustion engine, a
conversion to a ZED engine, according to an embodiment of the present
invention, may include: removal of the conventional fuel tank and fuel
lines in the internal combustion engine; removal of unused internal
combustion engine components, such as attached control devices, sensors,
ignition system, electronics, fuel supply, cooling system, and selected
exhaust components; installation of the hydrogen fuel tank [10] and
installation of ZED engine fuel lines [17]; installation of the hydrogen
flash vaporizer [10] and related components, such as, hydrogen flash
vaporizer venting, throttle controls, monitoring gauges as applicable;
installation of an expanding fluid vapor recovery system as applicable,
including a high density fluid condenser [50], a high density fluid
reservoir [60], and a high density fluid pump [51]; and installation of
an engine control unit, if used, with related sensors and other
components.

ZED Engine and System Components

[0075]Hydrogen fuel tank [100] may include any container suitable to store
and/or supply hydrogen to the ZED engine as known within the art of such
technology. The hydrogen fuel tank [100] may have a sensor(s) installed
so as to determine and make known the amount of available hydrogen fuel
therein. The hydrogen fuel tank [100] may have a valve(s) of such
electrical or mechanical design so as to be filled and refilled and/or to
shut-off or turn-on the supply of hydrogen to the hydrogen flash
vaporizer. The hydrogen fuel tank [100] may be of such design as to
safely avoid physical damage, corrosion, or other compromise of its
structural integrity. The hydrogen fuel tank [100] may be controlled by
or otherwise operationally coupled to the engine control unit. The
hydrogen fuel tank [100] may be a tank for storing compressed hydrogen,
liquefied hydrogen, metal hydride, borohydride, alanate, or any other
hydrogen source and storage container as known in the art.

[0076]Three common ways to store hydrogen fuel in a tank is as a
compressed gas at 5,000 psi, liquefied at -400° F., or in a
hydride. For safety, cost, ease of manufacturing, and increased volume of
storage, hydride storage tanks are beginning to dominate the industry. In
these hydride tanks, hydrogen is combined with different metals to form
inert molecules. To release the hydrogen, the hydride must be heated.
This is a problem for hydrogen fuel cells as their exhaust is low-grade
heat and cannot activate the hydrogen release. Similarly, internal
combustion of hydrogen at 550 C is too hot to release in the hydride tank
in a controlled manner. In one embodiment of the present invention, a
high-grade exhaust of the ZED engine, which may be at 100-125° C.,
is routed through a hydride tank [100] to release hydrogen for fuel and
combustion. This is a highly efficient use of the hydrogen combustion
heat, as other conventional hydrogen engines are limited to generating
heat separately to release hydrogen from a hydride tank during engine
operation.

[0077]To heat the hydride tank [100] to release the hydrogen, the exhaust
[10a] from the hydrogen flash vaporizer [10] can be routed by an exhaust
pipe [110] to one end of the hydride tank [100]. The exhaust pipe [110]
may penetrate the hydride tank [100] and divided into a plurality of
smaller pipes routed at equidistant spacing throughout the length of the
hydride tank [100]. The smaller pipes may then be collected at the
opposing end of the hydride tank [100], connected to another pipe which
also penetrates the hydride tank [100], and thereafter exhausted to the
atmosphere through a discharge pipe [120]. The dissipation of the heat
throughout the hydride tank [100] at a minimum of 100 C is sufficient to
heat the hydride stored therein and cause release of the hydrogen fuel
during engine operation. The hydride tank [100] may be fixed in the ZED
engine and refilled with hydrogen once depleted of hydrogen. A system to
initiate hydrogen release, such as a start-up heater, may be included to
release hydrogen from the hydride tank [100] prior to full engine
operation.

[0078]An example of a hydrogen flash vaporizer according to an embodiment
of the present invention is illustrated in FIG. 4. The hydrogen flash
vaporizer allows rapid generation of expanding fluid vapor in the ZED
engine, and thus, improves the rapid availability of power to the ZED
engine. A flash vaporizer does not operate like a conventional boiler
which introduces a liquid into a vessel, heats it slowly until it boils,
and only then creates an expanding vapor. Instead, the liquid is sprayed,
for example by atomization, into the hydrogen flash vaporizer where upon
contact with superheated (about 550° C.) surfaces it instantly
vaporizes and expands significantly to expanding fluid vapor (For
example, by about 2000:1 by volume). The hydrogen flash vaporizer is
highly efficient because the mass of liquid to be heated is minimal, and
a superheated surface area of the vaporizer greatly exceeds the contact
area of the liquid as compared to a boiler.

[0079]The hydrogen flash vaporizer may be of such material, design and
function as to ignite hydrogen fuel and vaporize the high density fluid
so as to form expanding fluid vapor. For example, the hydrogen flash
vaporizer may be fabricated from stainless steel. FIG. 4 illustrates a
hydrogen flash vaporizer [10] according to an exemplary embodiment of the
present invention. As illustrated in FIG. 4, the hydrogen flash vaporizer
[10] is connected by a fuel line [17] to facilitate the movement of
hydrogen from the hydrogen fuel tank [100] to the hydrogen flash
vaporizer [10]. The hydrogen flash vaporizer [10] as illustrated includes
a hydrogen flash vaporizer body [11], a hydrogen burner [12], and a
plurality of heating tubes [13]. The hydrogen flash vaporizer body [11]
defines high density fluid heating chamber [11a], a combustion chamber
[11b], and an exhaust [11c]. The heating tubes [13] may be hollow and may
be disposed within the heating chamber [11a] to connect the combustion
chamber [11b] to the exhaust [11c]. The hydrogen burner [12] is disposed
in the combustion chamber [11b] to combust the hydrogen fuel and heat an
inside surface of the heating tubes [13]. An air intake [11d] is provided
in the combustion chamber [11b] to combine air with the hydrogen fuel
during a combustion thereof. Ambient air provides combustion air and
ensures a complete combustion of the hydrogen, thereby efficiently
extracting, by maintaining the optimal stoichiometric ratio of combustion
throughout all load and fuel volume variations, a greater amount of
energy from the combustion of the hydrogen than if air supply was
restricted. The heated air from combustion travels through the heating
tubes [13] to the exhaust [11c]. The cross-sectional area of the exhaust
[11c] may be dimensioned to equal or exceed a combined cross-sectional
area of the heating tubes [13] to prevent a constriction of the heated
air flow. The hydrogen flash vaporizer [10] is shown including a fuel
igniter [16] to initiate the combustion of hydrogen fuel. The hydrogen
flash vaporizer [10] includes a fuel-off and fuel-on function, such as a
shut-off valve [19], as well as variable fuel volume regulator [18]. The
hydrogen flash vaporizer [10] may have a regulator [15] to regulate the
introduction of high density fluid in a volume suitable for engine
operation, as well as sensor(s) [15a-15b] to determine the volume of high
density fluid in the hydrogen flash vaporizer, a sensor to monitor the
volume of expanding fluid vapor to the actuated vapor injector(s), and a
safety sensor(s) to monitor the hydrogen flash vaporizer [10]
functionality. The high density fluid is introduced into the hydrogen
flash vaporizer [10] as, for example, a stream of liquid splashed among
the heating tubes [13] or by atomizer through the regulator [15] to
contact the heating tubes [13] as an atomized fluid. Because the heating
tubes [13] are tapered at a bottom portion thereof, any high density
fluid which does not immediately vaporize may be collected inside of the
heating chamber [11b] in an area between the heating tubes [13] at a
v-shaped collection point [11e]. The collection point [11e] may be
disposed closest to the burner [12], and therefore may be the hottest
point of the hydrogen flash vaporizer [10] capable of vaporizing the
collected high density fluid in the least amount of time. In one
embodiment of the present invention, the high density fluid is introduced
into the heating chamber [11b] as an atomized liquid. Upon contact with
the heated heating tubes [13], the high density fluid vaporizes and
expands to form expanding fluid vapor. The hydrogen flash vaporizer body
[11] includes an expanding fluid vapor outlet [20] to supply expanding
fluid vapor to the pistons [31] in the engine block [1]. The hydrogen
flash vaporizer [10] as disclosed has provision for high density fluid
condensate to be re-introduced to the ZED engine in a closed-loop
operation. Alternatively the high density fluid may be introduced to the
engine and not recovered by a condenser [50]. As illustrated in FIG. 4, a
bottom portion of the heating tubes [13] may be tapered to increase a
surface contact area of the combusting hydrogen fuel and define the
collections points [11e] to accelerate the vaporization of collected high
density fluid.

[0080]The expanding fluid vapor generated in the hydrogen flash vaporizer
[10] is conveyed to the engine cylinders [30] or actuated vapor
injector(s) through the expanding fluid vapor outlet [20]. The expanding
fluid vapor outlet [20] may be a tube of such volume, shape, design,
insulation and material so as to contain the expanding fluid vapor in a
state which may be consistent with the expanding fluid vapor produced in
the hydrogen flash vaporizer [10]. For example, the expanding fluid vapor
outlet [20] may be a stainless steel tube. Said tube may be of such
design so as to incorporate a manifold to facilitate the flow of
expanding fluid vapor to multiple actuated vapor injector locations or
cylinders in particular embodiments. Heat loss in said tube may be
mitigated by the use of insulation or short tubing.

[0081]As described, the expanding fluid vapor may be introduced to the
engine cylinders [30] through the use of an actuated vapor injector(s)
which may be either electrically or mechanically controlled.

[0082]The hydrogen flash vaporizer [10] may also regulate an introduction
of high density fluid into the hydrogen flash vaporizer [10] to control
mechanical operation of the ZED engine. An exhaust [11c] of the hydrogen
flash vaporizer [10] is shown positioned to exhaust toward engine block
[1] to facilitate the heat shrouding of the engine block cylinders [30].
As illustrated in FIG. 5, in order to regulate a temperature of the
combusted hydrogen exhaust, the hydrogen flash vaporizer [10] is shown
including an ambient air bleed valve [35] so as to direct cooler ambient
air into the combustion exhaust, to blend with, and cool the combustion
exhaust prior to entering the engine block [1] to prevent overheating.

[0083]The ambient air bleed valve [35] comprises a valve [36] and a
temperature sensor [37] operationally coupled to the valve [36]. The
valve [36] may be electronically or mechanically activated to control the
temperature of the exhaust heat introduced into the engine block [1] so
as to be within the metallurgy limitations of the engine block [1]. The
temperature sensor [37] may monitor a temperature of the engine block [1]
and may directly activate the valve [36]. Alternatively, sensor [37] may
be operationally coupled to an engine control unit of the ZED engine,
wherein the engine control unit controls valve [36].

[0084]While for purposes of efficiency and heat-shrouding, the hydrogen
flash vaporizer [10] preferably uses hydrogen as a fuel, the present
invention is not limited thereto. Instead, the hydrogen flash vaporizer
[10] may operate with other fuels. For example, conventional carbon based
fuels may be used to generate the expanding fluid vapor. Gaseous carbon
fuels, such as compressed natural gas, propane, or methane can be burned
if routed through the hydrogen burner [12]. Liquid fuels, such as
gasoline, diesel, JP-8, or alcohol, may require use of a vaporizer nozzle
(not illustrated) adjacent to the hydrogen burner [12] to vaporize the
liquid fuel prior to combustion. However, because conventional
carbon-based fuels have a high radiant heat factor, the ZED engine may be
modified to prevent the exhaust heat of a carbon fuel based combustion
from warping and/or damaging the engine block [1].

[0085]For example, as illustrated in FIG. 11, the ZED engine may include a
vaporizer exhaust bypass [400]. The vaporizer exhaust bypass [400] may
include a bypass valve [401] and a discharge exhaust [402]. The bypass
valve [401] may be disposed in expanding fluid vapor outlet [20] and may
be electronically or mechanically activated to direct a vaporizer exhaust
away from the engine block [1] and into the discharge exhaust [402]. As
illustrated in FIG. 11, the bypass valve [401] may include a diverter
plate to selectively allow passage of the vaporizer exhaust into the
engine block [1] or to block passage of the vaporizer exhaust into the
engine block [1] and instead direct the vaporizer exhaust into the
discharge exhaust [402]. The discharge exhaust [402] may exhaust the
vaporizer exhaust directly to the atmosphere. Alternatively, the ZED
engine may include conventional internal combustion engine exhaust
components connected to the discharge exhaust [402] to reduce the
emissions of a carbon based fuel exhaust. The addition of the vaporizer
exhaust bypass [400] gives the ZED engine a dual fuel capability, where
the vaporizer exhaust heat can be used to thermally shroud the engine
block cylinders [30] when hydrogen is used, and where the vaporizer
exhaust heat can be safely diverted from the engine block [1] when carbon
based fuels are used to prevent warping or damage to the engine block
[1]. Accordingly, the ZED engine may be embodied as a multi-fuel engine,
providing additional versatility to the engine, especially for remote or
military applications where hydrogen fuel may not be available.

[0086]The high density fluid reservoir [60] may be such volume, shape, and
design that it provides for the operation of the engine in either the
vented or condensate application as intended. Said high density fluid
reservoir [60] may be equipped with a sensor to measure the volume
content of high density fluid within the high density fluid reservoir
[60], a one-way valve which may be installed either at the entry or exit
of the high density fluid to the high density fluid reservoir [60], as
well as a pump [51] to move high density fluid through a tube of such
design as to introduce high density fluid to the hydrogen flash vaporizer
[10]. The high density fluid reservoir may be equipped with a fill
opening which may be selectively sealed if not in use. The high density
fluid reservoir [60] and the condenser [50] may be operationally coupled
to the engine control unit.

[0087]Hydrogen combustion and power output of the ZED engine may be
controlled by the engine control unit with input from an operator and
information provided by sensors on the engine.

[0088]The engine control unit may monitor hydrogen storage availability
and demand, control the rate of hydrogen combustion, control expanding
fluid vapor supply to each cylinder [30], ambient temperature, cylinder
temperature, piston speed, adjust to the working load on the engine,
maintain a fixed rotating speed, and provide the startup ignition cycle
as well as turn the engine off. The engine control unit may be connected
to, and controlled by, an external computing device such as a laptop
computer to optimize or vary engine performance.

[0089]In certain embodiments, engine mechanical devices (EMD) may
supplement or replace the functions of the engine control unit which may
not have a direct correlation in the degree of control efficiency.

[0090]In embodiments of the present invention utilizing an engine control
unit, the engine control unit may be coupled to an ambient air
temperature sensor, a throttle position sensor, a hydrogen flash
vaporizer fuel igniter, a hydrogen fuel volume valve, a hydrogen pressure
sensor, a hydrogen flash vaporizer temperature sensor, a high density
fluid temperature sensor, an expanding fluid vapor temperature sensor, an
expanding fluid vapor injector actuator, an engine rotating speed sensor,
and/or an engine cylinder temperature sensor. These sensors may be
conventional internal combustion sensors adapted to ZED engine use, or
may be new sensors installed specifically with the ZED engine.

[0091]When an expanding fluid vapor condenser [50] is used with the ZED
engine, the engine control unit may also incorporate a condensate
temperature sensor, a cooling fan actuating sensor, and a recirculating
pump actuation sensor. An electronic interface with the engine control
unit may be comprised of or be operationally coupled to a thermally
insulated housing, sensor multitap, a power source, modem with access
hardware and software, or RJ-11 connectors which may utilize a
DragonBall, StrongArm, Motorola, or any other processing chip known in
the art.

[0092]According to the present invention, operational controls may be
mechanically operated or used in conjunction with the engine control unit
in respect to the actuation, monitoring, and operation of the ZED engine,
in any combination therein without restriction or constraint in design.
The expanding fluid vapor injectors may be actuated by a mechanical
attachment to engines pulleys, belts, or timing wheels of the ZED engine.
Engine cylinder and other temperatures may be monitored by a mechanical
or electronic gauges independent of an engine control unit. The throttle
may have a mechanical position locater.

[0093]The present invention may further include programming the engine
control unit by a remote method using a CPU laptop, or central computer
reached by modem. Alternately the ZED engine may have various
pre-programmed control programs or chips for a common set of vehicles
that may be loaded or inserted in a standardized engine control unit. As
well alternately, a universal chip may be installed on an engine control
unit which allows for selection of vehicle engine control unit standard
operating or application specific operating profiles. The present
invention may further include attaching a CPU to various sensors and
components of the ZED engine for testing, calibration, or operation
either individually or in combination.

[0094]The engine control unit may be connected to sensors and regulators
in a manner to provide for engine control and safety. Sensors connected
to the engine control unit may be used to determine fuel volume, fuel
pressure, ambient air temperature, fuel ignition temperature, fuel
combustion exhaust temperature, throttle position, crankshaft position,
hydrogen flash vaporizer heating chamber temperature, hydrogen flash
vaporizer heating chamber minimum and maximum fill levels, high density
fluid pump activation to the hydrogen flash vaporizer, actuated vapor
injector temperature sensor(s), condenser temperatures sensor(s), and
actuated vapor injector pressure sensor(s). The engine control unit may
control the hydrogen flash vaporizer fuel input, the high density fluid
pump to introduce high density fluid to the hydrogen flash vaporizer
[10], the activation of the actuated vapor injector for timing and
duration of introducing the expanding fluid vapor to the cylinder(s)
[30], activation of condenser cooling fan, activation of condenser high
density fluid flow valves, activation of condenser high density fluid
pump [51] to the high density fluid reservoir [60], and safety shut off
valves in various locations. The engine control unit may be of a type and
manufacture which may be operationally coupled to an external electronic
device which may vary and/or set the operational functions of the engine
control unit. Alternative configurations of the engine control unit may
contain different components which may be of use in the disclosed
apparatus, kits and methods and that any engine control unit in the art
may be used within the scope of the claimed invention. In various
embodiments the engine control unit may be installed in the engine or
passenger compartment of the transportation vehicle. The engine control
unit may have alternate operating programs installed within for selection
by the operator for various common applications, or a chip containing
operating programs for a particular application, or a chip which may be
programmed from an external source may be in an embodiment either
singularly or in combination. The engine control unit may have the
provision for an external detachable electrical attachment of such design
so as to externally provide a connection for the provision of receiving
sensor input, control the regulators, and diagnose individual
functionalities of the engine.

[0095]FIGS. 6A-6B, 7A-7B, and 8A-8B illustrate exemplary embodiments of
the present invention using conventional internal combustion engines to
form ZED engines. While the embodiments described below are directed to
an internal combustion piston engine, the present invention is not
limited thereto. Instead, the present invention includes all variants of
internal combustion engines, including piston, radial, rotary, turbine
and others in the art whereby a carbon based fuel is intended to be
burned internally to produce mechanical power.

[0096]FIGS. 6A-6B illustrate a ZED engine according to an embodiment of
the present invention. In the embodiment illustrated in FIGS. 6A-6B,
internal combustion engine components retained for conversion to a ZED
engine include, but are not exclusive of, the following: the engine block
[1], crankshaft [8], bearings and caps to secure the crankshaft [8] to
the engine block [1], connecting rod(s) [9] with cap(s) and bearings to
secure the connecting rod(s) [9] to the crankshaft [8], piston(s) [31]
with wrist pins, retainers and rings [32-33] to secure the piston(s) [31]
to the connecting rod(s) [9] and seal the piston(s) [31] within the
cylinder wall, camshaft(s) actuated either by belt, gear(s) or other
attachment to the crankshaft [9], cylinder head(s) complete with rocker
arms, valves, springs push rods, or electronic actuators on the internal
combustion engine, as well as an intake manifold [2].

[0097]In the embodiment illustrated in FIGS. 6A-6B, hydrogen fuel is
provided to a hydrogen flash vaporizer [10] through a fuel line [17]. A
high density fluid may be heated through combustion of the hydrogen in
the hydrogen flash vaporizer [10] to produce an expanding fluid vapor.
The expanding fluid vapor may be metered directly into the intake
manifold [2] which is sealed by a plate [200] of such design which may be
in the location of the internal combustion engine carburetor or fuel
injection throttle body so as to enable the intake manifold [2] to be
pressurized by the expanding fluid vapor and direct the expanding fluid
vapor to the cylinders [30]. As illustrated in FIG. 6B, the camshaft(s)
may be designed so as to actuate an intake valve [3] and an exhaust valve
[4] in either a two, three, or four stroke configuration for the intake
of expanding fluid vapor from the intake manifold [2] to the cylinder(s)
[30], and exhaust the expanding fluid vapor from the cylinders [30] to an
exhaust manifold [40]. The expanding fluid vapor introduced into the
cylinder [30] pushes the piston [31] housed therein to produce mechanical
movement, such as turning the crankshaft [9] connected to the piston
[31]. In this embodiment, the spark plug hole(s) [34] may be sealed in a
manner so as to enable the cylinder [30] to be pressurized by expanding
fluid vapor. The expanding fluid vapor may be exhausted through the
exhaust valve [4] into the exhaust manifold [40].

[0098]The embodiment illustrated in FIGS. 6A-6B advantageously utilizes a
number of internal combustion engine components, which, although may not
be specifically engineered for the purpose used herein, may be readily
adapted to use in the ZED engine design. For example, as illustrated in
FIG. 2, enhanced or double springs [27] may replace the stock springs
[26] in the valve assembly to contain the expanding fluid vapor pressure
prior to the valve being actuated.

[0099]FIGS. 7A-7B illustrate a ZED engine according to another embodiment
of the present invention. In the embodiment illustrated in FIGS. 7A-7B,
the internal combustion engine intake manifold [2] is removed. The spark
plug(s) [34] are replaced by a plurality of actuated vapor injector(s)
[25b] to introduce expanding fluid vapor into the cylinder(s) [30]. The
actuated vapor injector(s) [25b] may be controlled either electronically
or mechanically. Here, the intake valve [3] may not be actuated, while
the camshaft(s) may be designed or modified to only actuate the exhaust
valve(s) [4] in two, three or four stroke configuration.

[0100]Alternately, gasoline, diesel or gaseous carbon fuel injector(s) may
be replaced by actuated vapor injector(s) [25a] in direct injection
internal combustion engines whereby the spark or glow plug locations [34]
may also be sealed (see FIG. 6B), and the introduction of expanding fluid
vapor into the cylinder [30] can be operationally controlled by the
actuated vapor injector(s) [25a]. Similarly, in internal combustion
engines where the fuel injectors are mounted in the intake manifold [2]
or the cylinder head behind an internal combustion intake valve [3], then
the internal combustion engine cylinder head may be sealed where it may
normally be attached to an internal combustion intake manifold so as to
enable pressurization upon the introduction of expanding fluid vapor by
actuated vapor injector(s) to the engine. There, the camshaft may either
actuate the intake valve(s) (3) or may not be an operating component of
the engine.

[0101]In certain embodiments of the reciprocating piston variants, the
actuated vapor injector(s) may introduce expanding fluid vapor through
either electronic or mechanical actuation so that it may optimize the
operation of the engine in regard to performance, and may be
operationally coupled to the engine control unit.

[0102]For example, as illustrated in FIG. 7A, the ZED engine conversion
also includes an expanding fluid vapor condenser [50]. Expanding fluid
vapor in the exhaust manifold [40] is directed to the condenser [50]. The
expanding fluid vapor is condensed back into high density fluid in the
expanding fluid vapor condenser [50] and directed to a high density fluid
reservoir [60]. A high density fluid pump [51] may be included to direct
the high density fluid from the expanding fluid vapor condenser [50] to
the high density fluid reservoir [60]. The high density fluid reservoir
[60] supplies high density fluid to the hydrogen flash vaporizer [10].

[0103]FIGS. 8A-8B illustrate a ZED engine according to another embodiment
of the present invention. In the embodiment illustrated in FIGS. 8A-8B,
the internal combustion engine components retained for conversion to a
ZED engine include, but are not exclusive of, the following: the engine
block [1], crankshaft [8], bearings and caps to secure the crankshaft [8]
to the engine block [1], connecting rod(s) [9] with cap(s) and bearings
to secure the connecting rod(s) [9] to the crankshaft [8], and piston(s)
[31] with wrist pins, retainers and rings [32-33] to secure the piston(s)
[31] to the connecting rod(s) [9] and seal the piston(s) [31] within the
cylinder wall.

[0104]In this embodiment, the internal combustion engine cylinder head(s)
may be replaced by a plate [220] of such design, material and strength so
as to seal the cylinder [30] in a manner that may contain pressurization
by expanding fluid vapor. The expanding fluid vapor may be metered
directly into the cylinder [30] from a location which may be on the
cylinder plate [220] or the engine block [1]. For example, expanding
fluid vapor may be provided by actuated vapor injectors [25b] placed
instead of spark plug(s) [34], or the spark plug holes [34] may be
sealed, and an actuated vapor injector [25a] may be placed on the plate
[220] to introduce expanding fluid vapor into the cylinder [30].
Alternatively, expanding fluid vapor may be introduced by the actuated
vapor injector [25b] and exhausted through the actuated vapor injector
[25a]. The actuated vapor injector(s) may be actuated by electronic
and/or mechanical means. The expanding fluid vapor may then be exhausted
to vent the expanding fluid vapor to the atmosphere or to an expanding
fluid vapor condenser [50], as illustrated in FIG. 3, or a separately
actuated exhaust actuated vapor injector may be used to perform the same
or similar function.

[0105]In some embodiments of the present invention, for example, as
illustrated in FIGS. 8A-8B, the internal combustion engine cylinder head
can be replaced with a plate of such design as to seal the top of the
operating cylinder with an electronically or mechanically controlled
actuated vapor injector attached thereon, whereby the internal combustion
engine camshaft, push rods, rocker arms or belts are not be used.

[0106]Said plate facilitates the electronically controlled metering of
expanding fluid vapor by the elimination of, by example but not exclusive
of, the internal combustion engine camshaft, pushrods or camshaft belt,
cylinder heads, valve rocker assemblies, rocker arm locks, intake and
exhaust valves, valve springs and retainers normally present in an
internal combustion engine. In this configuration, an electronically
controlled actuated vapor injector may replace the internal combustion
engine type intake design. This configuration may require a more
sophisticated electronic control, as opposed to a mechanical control of
the engine. As well, this embodiment may also reduce a weight and size of
the ZED engine where such considerations are required in the end-use
application.

[0107]The expanding fluid vapor introduced into the cylinder [30] can be
exhausted through the cylinder exhaust outlet into the exhaust manifold
[40], or may be vented in reverse through the expanding fluid vapor
introduction mechanism, or through a secondary component.

[0108]In other embodiments of the present invention, the internal
combustion engine block may be modified with an opening through the
cylinder wall above the lowest point of travel of the top of the piston
[31] so as to vent the expanding fluid vapor irrespective of the
expanding fluid vapor intake to the cylinder.

[0109]The expanding fluid vapor may be recovered as condensate and
reheated for a closed loop operation, or vented externally.

[0110]As illustrated in FIG. 9, an actuated vapor injector may comprise an
electrically actuated magnet [21] to actuate a plunger [22]. The plunger
[22] may normally be in a closed position to block supply of expanding
fluid vapor. When triggered, an electrical power source [23] can power
the electrically actuated magnet [21] to attract the plunger [22] and
open supply of expanding fluid vapor. While a magnetically actuated vapor
injector is illustrated in FIG. 9, the present invention is not limited
thereto, and other actuating mechanisms can be use to selectively provide
expanding fluid vapor supply. For example, another embodiment of the
actuated vapor injector noted in FIG. 9 may open and close the valve by
mechanical means.

[0111]Said actuated vapor injector may be of such design as to operate in
a normally closed position and by actuation be opened to allow the
passage of expanding fluid vapor through the body of the actuated vapor
injector. The duration and timing of said opening duration may be of such
a nature as to cause movement of the piston(s) [31] within the
cylinder(s) [30] and thereby mechanical motion. The location of the
actuated vapor injector(s) in relationship to the cylinder [30] may be in
any location and attached to any component which allows its functionality
in respect to the expanding fluid vapor and the cylinder [30]. Said
actuated vapor injector may be of such design so as allow the expanding
fluid vapor to reverse its flow through the actuated vapor injector(s) in
an exhaust cycle and thereafter be vented to the atmosphere or directed
toward the condenser [50]. In other embodiments of the present invention,
the introduction of the expanding fluid vapor into the cylinder [30] may
be termed the power stroke of the engine. The expulsion of the expanding
fluid vapor from the cylinder may be termed the exhaust stroke of the
engine. There is no constraint in the design of the engine to require the
exhaust stroke to follow a power stroke, nor a constraint whereby strokes
must alternate successively, or that all cylinders [30] in a
multi-cylinder application must be in use during the operation of the
engine at all speeds. In some embodiments of the invention, the timing
and volume of expanding fluid vapor through the actuated vapor injector
may cause the engine to decelerate, as opposed to accelerate, the
rotational speed of the engine, or the actuated vapor injector(s) may be
activated in such a manner as to reverse the rotational direction of the
engine. The actuated vapor injector(s) may be operationally coupled to
the engine control unit to control an operation thereof.

[0112]The expanding fluid vapor may be exhausted from the cylinder [30]
and vented to the atmosphere, or may be collected in a condenser [50] and
returned to a high density fluid reservoir (EFR) [60]. In embodiments
where the expanding fluid vapor is vented to the atmosphere, the ZED
engine may also include a high density fluid tank to store a source of
high density fluid. In embodiments where a condenser [50] is used, the
expanding fluid vapor is expelled from the cylinder [30] in the exhaust
stroke and a tube of such volume, shape, design, insulation, material and
connection is used so as to move the expanding fluid vapor to the
condenser [50]. Said tube can include the exhaust manifold [40] of the
internal combustion engine, as illustrated in FIG. 3. Said condenser [50]
may be in a location whereby it is exposed to ambient atmospheric
temperature in such a manner as to cool the expanding fluid vapor in
order for the expanding fluid vapor to return to a liquid state. The
condenser [50] may be equipped with sensors to monitor atmospheric,
expanding fluid vapor, and high density fluid temperatures. A cooling fan
(not illustrated) may be connected to the condenser [50] to increase a
cooling rate of the expanding fluid vapor to high density fluid, whereby
said fan activation may be operationally controlled by the engine control
unit or independently by a temperature sensor. Said condenser [50] may be
connected to an electrical or mechanical high density fluid pump [51] to
move the condensate by tube(s) of such volume, shape, design, insulation,
material and connection to the high density fluid reservoir [60].

[0113]In addition to the embodiments described above to form a ZED engine
using a conventional internal combustion engine base, additional
modifications can be made to a conventional internal combustion engine
design to maximize efficiency and functionality of the ZED engine.

[0114]A disadvantage of conventional engines converting vapor expansion
force into mechanical work is that as soon as the vapor starts to
condense, the vapor contracts in volume and ceases to be converted into
mechanical work. Accordingly, maintaining the vapor above the
condensation temperature increases the efficiency by which the vapor
expansion force of the expanding fluid vapor is converted into mechanical
work. Embodiments of the present invention utilize a novel approach of
heat shrouding the power cylinders so as to scavenge as much heat as
possible from the hydrogen combustion event. That is, as illustrated in
FIGS. 2-3, exhaust heat produced by the combustion of hydrogen in the
hydrogen flash vaporizer is recovered and re-routed to the engine block
[1] to heat the power cylinders [30]. Accordingly, it is possible to
scavenge heat available from the hydrogen combustion to heat the
expanding fluid vapor in the cylinders [30] to maintain the expanding
fluid vapor as high above the temperature point of condensation as
possible. The ZED engine maximizes the utility of the heat of combustion
by shrouding the cylinders [30] with combustion exhaust heat which would
normally be vented to the atmosphere, where it is otherwise wasted and
effectively decreases the efficiency of a conventional engine. The ZED
engine according to the present invention uniquely shrouds the cylinders
[30] by using coolant passages [300] cast into the internal combustion
engine block to carry the hydrogen combustion exhaust heat. Heat
shrouding using the excess heat of combustion cannot be done with
carbon-base fuels because of the radiant heat emitted by those fuels
during combustion. If the excess heat from a carbon-fuel combustion was
re-routed, the radiant heat would localize itself and could severely
damage the engine block [1]. In contrast, because hydrogen combustion
produces little radiant heat, the exhaust heat can travel throughout the
block to deliver uniform heating. Because the coolant passages [300] are
optimally placed to remove heat from the cylinders in a conventional
internal combustion engine, they are also optimally placed to heat the
cylinders [30] in a ZED engine. By routing the exhaust heat of the
hydrogen flash vaporizer [10] through the engine block [1], the expanding
fluid vapor is kept hot and expanding so as to maximize a mechanical work
produced.

[0115]In addition, the engine block [1] can be further modified to provide
additional shrouding of the cylinders [30] to further increase a thermal
shrouding of the ZED engine. For example, the cylinders [30] may be
fitted with a cylinder sleeve having additional passages defined therein
to more closely shroud the cylinders [30] with the vaporizer exhaust.
FIG. 12 illustrates a shrouding cylinder sleeve according to an
embodiment of the present invention. As illustrated in FIG. 12, the
engine cylinders [30] may be bored out so as to be fitted with a
shrouding cylinder sleeve [500], similar to those normally used in the
trade to repair a damaged cylinder. The shrouding cylinder sleeve [500]
defines one or more passages [510] to channel the vaporizer exhaust
around the cylinder [30] when fitted in the cylinder bore. That is, prior
to fitment with the shrouding cylinder sleeve [500], the engine cylinder
[30] bore may be engraved with recesses and connected to the coolant
passages [300] such that when the sleeve is installed, the shrouding
cylinder sleeve [500] covers the engraved recesses to define passages to
facilitate the passage of exhaust heat immediately adjacent to the
cylinder for optimal heat energy recovery. Moreover, a contact surface of
the pistons [31] may be coated with a ceramic layer [301] to protect the
piston [31] from any corrosive or damaging effects of the expanding fluid
vapor as well as to minimize an absorption of heat by the piston [31],
which would decrease the temperature of the expanding fluid vapor, and
lower engine efficiency.

[0116]In embodiments of the invention using a hydride tank as the hydrogen
fuel tank [10], the thermal efficiency of the ZED engine can also be
improved by further utilizing the residual heat of the hydrogen
combustion. For example, the residual heat can be directed to the hydride
tank to release the hydrogen. As described above, in one exemplary
embodiment of the present invention, the exhaust heat of the hydrogen
combustion in the hydrogen flash vaporizer can be re-routed through the
cooling passages [300] of a conventional internal combustion engine to
heat the engine block [1] and maintain a temperature of the expanding
fluid vapor. After heating the engine block [1], the exhaust heat can be
further re-routed to the hydride tank [10] to heat the hydride and help
release hydrogen to be used as fuel. As described above, ZED engines can
have a high-grade exhaust at 100-125° C. which can be routed
through a hydride tank [100] to release hydrogen for fuel and combustion.

[0117]In other embodiments of the invention, the ZED engine also has the
capability to "twin" piston cylinders to effectively double the
mechanical power stroke of the engine. For example, as illustrated in
FIG. 10, twining of two cylinders [30] can be produced by introducing the
expanding fluid vapor into a first cylinder [30a], which pushes a first
piston [31a] downward. In the last 20% or so of the first piston's [31a]
travel, cylinder [30a] is slotted to a self contained coolant passage
[300] so that the expanding vapor can now escape cylinder [30a] and
travel up the coolant passage [300] to a top of a second cylinder [30b],
which is slotted at the top. Arranging twin cylinders [30a and 30b] in
this communicative manner allows the continued expansion of the expanding
fluid vapor to also push a second piston [31b], and thus, double the
mechanical work produced (efficiency) by the expanding fluid vapor before
it is vented to the condenser [50] or the atmosphere.

[0118]The embodiments of the present invention described above illustrate
a highly efficient hydrogen fueled zero or low emission engine. The
present invention can be used to build a ZED engine from scratch or can
be used to adapt conventional internal combustion engine design and
components to fabricate a ZED engine.

[0119]The conversion of an internal combustion engine design to external
combustion is significantly augmented by the efficient heat energy
transference using the high density binary working fluid (HDF) and the
innovative recuperative heat exchange processes described above. The ZED
engine can be considered an example of a "bottoming cycle" engine which
extracts additional power from the exhaust heat of the hydrogen
combustion, which is uniquely suited to this design due to its ignition
characteristics and the absence of significant radiant heat transfer.

[0120]Using a binary fluid high density fluid allows the ZED engine to
have a smaller displacement volume and a higher efficiency potential than
any known external (or internal) combustion engines, allowing the ZED
engine to mirror the efficiency of a Kalina cycle engine, but without the
constraints of a Kalina cycle engine. A ZED engine is compact, utilizing
existing internal combustion engine internal heat transfer design in
reverse to its original design intention, thereby requiring a fraction of
the volume of a corresponding Kalina cycle design, while increasing an
efficiency of converting the expanding fluid vapor pressure to mechanical
work.

[0121]As described above, the ZED engine uniquely exploits the ignition
temperature and stoichiometric perfection of hydrogen external combustion
under all application loads to recycle heat that would otherwise be
wasted through discharge or removal. Because the original internal
combustion engine coolant passages [300] are not needed for internal
combustion engine cooling when converted to a ZED engine design, they can
be modified and utilized to conduct and direct otherwise wasted heat from
the hydrogen combustion exhaust to the power cylinders defined herein as
a Berk cycle engine heat scavenging method. The extended application of
hydrogen combustion heat, due to the unique increased recuperative
capacity of the engine, thereby extends the expansion event of the binary
high density fluid throughout its full expansion temperature range,
creating a Kalina-effect heat scavenging and shrouding of the cylinders
to retain heat and optimize vapor expansion conversion to mechanical
power.

[0123]The hydrogen flash vaporizer transfers heat from the hydrogen
combustion event to the high density fluid which is first converted from
liquid by atomization, and is then vaporized in the hydrogen flash
vaporizer, and the engine extracts mechanical power from the resultant
metered expansion of the fluid at a calculated rate of about 2000-2500:1
expansion ratio.

[0124]By shrouding the cylinders with scavenged heat to maximize vapor
expansion using the Berk cycle, and then using the residual heat to
release hydrogen as a fuel, the ZED engine can produce 2-3 horsepower per
cubic inch of displacement whereas other internal combustion hydrogen
engines and fuel cell engines produce approximately one-quarter the power
using the same amount of hydrogen fuel.

[0125]FIG. 13 of the drawings is a diagram illustrating the
interconnection of the engine control unit to the various sensors that
provide input to the control unit and actuators, valves and the like
whose operation are controlled by the engine control unit. The present
diagram is a representation and those skilled in the art will be able to
make modifications and enhancements thereto. Engine control unit [600] is
a microprocessor controlled unit that is in electrical communication with
the various sensors and actuators that dictate or influence engine
operation. For example, throttle input is received by sensor [601],
typically by the user's pressing on the accelerator pedal. Sensors that
control the engine performance include hydrogen flash vaporizer
temperature sensor [15A] and hydrogen flash vaporizer pressure sensor
[15B] that determine the volume of high density fluid in the hydrogen
flash vaporizer and monitor the volume of expanding fluid vapor provided
to the actuated vapor injector(s) [25]. Also illustrated are engine block
temperature sensor [37], engine speed/crankshaft position sensor [8A],
condenser fan sensor [602] and thermal switch [603], and carbon fuel
sensor [604]. Actuators, valves and the like are shown including hydrogen
flash vaporizer regulator [15], hydrogen flash vaporizer igniter [16],
fuel flow volume regulator [18], fuel shut off [19], air bleed valve
actuator [36], bypass valve [401] and actuated vapor injectors [25] shown
in two banks. These sensors and actuators may be conventional internal
combustion sensors adapted to ZED engine use, or may be new sensors
installed specifically with the ZED engine.

[0126]All of the methods, kits, apparatus, devices, and components
disclosed and claimed herein can be made and executed without undue
experimentation in light of the present disclosure. Although a few
embodiments of the present invention have been shown and described, it
will be appreciated by those skilled in the art that changes may be made
in these embodiments without departing from the principles and spirit of
the invention, the scope of which is defined in the appended claims and
their equivalents.

Patent applications by John Berkyto, Richmond CA

Patent applications in class Including vaporizing a motive fluid other than water

Patent applications in all subclasses Including vaporizing a motive fluid other than water